RULES OF THE ROAD - FLYING WITH PARAGLIDERS

(Please note: The opinions represented in this article in no way represent the views or opinions of the Gliderport or the Torrey Pines Staff. This article was initially written almost four years ago, and many of these potential problems were solved. Still it is here for you to enjoy and perhaps take something from.)

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BE AWARE, STAY ALERT

When you drive down the freeway, it is the traffic laws that keep things moving and safe. Imagine the chaos if everyone (or even just a few) drivers decided to make up their own rules. This is exactly the situation we are experiencing at Torrey. Over the past few months I have been intently watching how the paraglider and hang glider pilots interact with each other in the air. What I have seen needs improvement.

TORREY PINES ADOPTED THE INTERNATIONAL SOARING RULES DECADES AGO

After several close calls and many discussions on the ground, it is obvious that not all pilots understand the rules of the ridge. This has created an unsafe condition in the air and a "them vs. us" attitude in the L.Z. Since we are all at Torrey for the same reason, to fly and have fun, it is time to think about how to make it safer and more enjoyable for all pilots.

Here are some basics:

When two gliders are approaching each other head on, the LOWER glider has the right of way.

There are several reasons for this. First, since a higher glider has more altitude , he also has more options should a need to divert from his flight path occur. Secondly, it gives the lower glider the advantage of being closer to the ridge where lift is more consistent. Obviously the lower glider has a greater need for more lift. Last but not least is the matter of wingtip vortices. If you are lower and turn away from the ridge as you pass below another glider you are going to "WAKE" him. This is usually mild but can be severe, especially on a heavily loaded wing such as a tandem glider. Paragliders also fly much slower and therefore produce a larger and longer lasting wake. The effects of flying through a wake can be unpredictable. Sometimes its just a little bounce, other times it can roll a glider in an unintended direction. When it is crowded and you are maneuvering for position, a surprise roll or ten foot drop really increases the pucker factor. The bottom line is for you to consider what effect your actions will have on your fellow pilots. If we all make an effort to ensure the other guy has a good flight, we will also benefit from his courtesy. So, if you are lower than the glider you are approaching, move to the inside, closer to the ridge, and let him pass in the undisturbed air outside of your flight path. This is not the time to whip off a diving wing-over or to see how many spirals you can pull off. If you want to practice wangs, move down the ridge where you can do whatever you like without disturbing the other pilots. This action will go a long way in eliminating some of the animosity that exists between our two disciplines.

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YIELD TO THE RIGHT

When you are approaching another glider HEAD-ON at the SAME ALTITUDE what do you do? The rule at Torrey is "The NORTHBOUND glider has the right of way." If you are heading south, move away from the ridge until the other glider passes. Do not "pin" the other glider between you and the ridge. This is the simplest rule and one that is ignored the most. No one likes to guess what the other guy is going to do. Communication is very important in this situation. Make your intentions known early and clearly. Eye contact is a must! One complaint frequently heard is that paragliders pull a handle, start a turn, and then swivel their head around to their new heading. In all forms of aviation, the first lesson you learn is to clear your turns. If I see you turning your head, I know you may be getting ready to turn your glider. This is communication every pilot should practice.

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DO NOT MAINTAIN FLIGHT DIRECTLY OVERHEAD.

The reason for this rule should be obvious. In an emergency you must always leave an "out" for yourself and the other pilot. Of course the guy below can't see you and would not know what to do in an emergency.

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NO FLYING OVER SPECTATORS.

Do you know the FAA rule? If you don’t, look it up NOW! Both hang gliders and paragliders break this rule way too much. You simply cannot slide in for a landing with your feet ten feet over a group of spectators. It looks cool. It may give you a thrill. It could close down Torrey in a heartbeat! FAA inspectors do stop by Torrey every so often. They are the sky cops and public safety is their greatest concern. If you are such a hot pilot that you can skim over heads, then you are good enough to make a safe and legal approach. Most pilots don’t realize what a precarious site Torrey Pines is. There are way too many City, State, and Federal entities with a say in our flight operations. How stupid would we be if we lost this place for someone’s ego? The rules really are simple and easy to follow. Familiarize yourself with them, do the right thing, and "tell a friend."

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Now for a few words that are not "rules."

This is all coming from a hang glider pilots point of view. I am sure there are some issues paragliders would like voiced. Please take advantage of the wonderful opportunity David Jebb has made available to all of us with this web page. Speak up and be heard. It is only by communicating that we can resolve our issues.

Example:

I’m flying and the wind starts to get light. I head for the north face to get enough altitude to land. I’m scratching for another ten feet so I can squeak it in. What happens next? Three paragliders decide this is the conditions they were waiting for and launch. Now I not only have to scratch for lift, I have traffic to contend with. If you knew I was trying to get up so I could land, you probably wouldn’t crowd me off the north face. You need to become familiar with the flight characteristics of hang gliders. Spend some time watching so you can determine what altitude we need for a safe landing approach. Since you do not need as much wind to fly or altitude to land, consider launching to the south and waiting for the glider on the north face to land before heading that way. Hanglider pilots also need to recognize that when paragliders are lined up at launch and you are scratching in light conditions, the north face is not your exclusive domain. Either land while you can, or move on, or make the choice to fly in light air with one or more paragliders. If we look out for each other, we all win.

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Paragliders in the landing area.

Example:

I am finished with my flight. I’ve cleared my turn for final approach, blew my whistle so the R/C’s know I’m landing, and turned downwind. As I roll out from base to final, two paragliders inflate right on top of the hill. My L.Z. is now reduced by 50% or more. The relaxed glide to landing becomes a high anxiety affair. This has happened to me way too often. I know that most of the paragliders in the L.Z. are students and don’t know better. Flying into an inflated Paraglider can ruin my day in a lot of ways. Having to avoid this can ruin my landing. What to do? The instructors need to realize that when conditions are good enough to fly hang gliders, the L.Z. is not the place for instruction. It is dangerous for all and creates ill will between pilots. If kiting the wing is your goal, the area in front of the paraglider set up area would work. Of course, lots of "us old timers" are reluctant for change. After all, we have been flying here for 25 years and never had to deal with 20’ high obstacles in our landing area. Change is inevitable, but not always the correct thing. There must be some way to accommodate the need for a successful business and the absolute necessity for a safe L.Z.

One other point on this subject. On days when it is blowing hard some paragliders make their final approach using the same pattern as the hang gliders. In strong conditions, they just seem to hang there above the L.Z forever. I have had to wait a long time before I could come in while a paraglider "hovers" in the middle of the pattern. How necessary is it to make a high approach and tie up the L.Z.? Are lower approaches dangerous in higher winds? How about educating us on your needs so we can better understand your actions?

Best of lift to all! (& have fun)

Brad Hall

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